Battery-charging system



' Oct. 26 1926. 1,604,263

E. D|cK EY ET AL v BATTERY CHARGING SYSTEM Filed April 17, 1922 Patented Oct. 26, 1926.

'ERNEST '.'DICKEY AND HENRY P. .BRAEUTIGAM, OF DAYTON, OI-IOfASSIGNORS TO BATTERY-CHARGING- SYSTEM.

Application filed April 17, 1922. Serial No. 553,892.

This invention relates to battery charging systems in which an internal-combustion engine drivesa dynamo as a generator to charge astorage battery, from which current 4may be taken to operate the dynamo as a motor to crank the engine, and in which current is used to furnish electrical ignition for the engine.

Devices such as reverse current relays have been used for connecting the battery and dynamo for startingpurposes by a manual operation, said devices automatically maintaining the charging circuit to the battery when the engine becomes self-operative .and attains .a .certain speed, said circuit being broken upon discharge of the battery to the generator. Ignition relays or similar vdevices actuated upon the attainment of a certain battery voltage'to stop battery charging by stopping the engine Vhave been used. Means have been employed for decreasing the resistance of the ignition circuit while cranking the engine so as to obtain sufficient current from the battery for igniting the eX plosive charge.

It is an object to provide simple and ef ficient means for controlling the ignition relay so as to render the same inoperative when it desiredto over-charge the battery.

It is a' further object of the present invention to. provide a simple and efficient control- Aler including the engine starting control, re-

verse current relay, and switch mechanism for controlling the ignition relay to render the same inoperative in case it is desired to overcharge the battery.

A further object is to embody in a single controller the engine starting cont-rol reverse current relay, ignition relay controller, and `a controller for the ignition resistance which becomes inoperative when the starting control lever is released.

A further object is to provide'a control 'for `the ignition relay or other device for stopping the engine which will be rendered inoperative automatically when the battery charging circuit is automatically broken.

A further Objectis to provide an improved voltage relay by means of which the contacts in the controlled circuit will not flutter as the critical voltage is reached, but will remain in'good Contact making position until` such a voltage is obtained in therel-ay that the .contacts shallbe suddenly opened.

Further objects and advantages of the post 64.

present invention willbe apparent from the following description, referencel beingfhad to the accompanying` drawings, wherein a preferred vform o'ffone embodiment ofthe present Yinvention is clearly shown.

In the drawings:

Fig. 1 is .a diagrammatic side elevation of an internal-combustion engine directly 'connected with the dynamo which is shown partly in section, together with a wiring diagram including a diagrammatic side 'elevation of the controlling deviceincludedin the presentinvention; y

Fig. 2is fragmentaryV side view of the improved relay.

In the drawings, 2O 'designates an internal-combustion engine driving. a dynamo 2l which is directly connectedwithlthe engine.

vDynamo 21 includesan armature 22, 'commutator 23, brushes 24 and 25, and field'pole pieces 26 .and 27, the dynamo is lprovided with Aa shunt winding 28 connected across the brushes 24 and 25.

lgnitionis furnished for the internal-combustion engine by means Vof an ignition coil 30 which lincludes a primary winding 31 connected with a timer 32, the otherfend of theprimary winding A31 is connectedwitha terminal 33. rlhe secondary winding `35 is connected at onefend with Aa spark plug 36 and grounded at the other end upon the engine 20.

l0 designates a battery thepositive-side Vof which is-connected'to a terminal 4:1 Vand the negative side with an ammeter e2.

The controller will now be described. This controller'includes 4a frame 51 of magnetic material supporting a `magnetic core 52l and an .armature vpost '53. A vpivotally mounted 4armature 55 is mounted upon'the A magnetic circuit 1s armature post 53. formed by members 52, 51, 53, and'55, with a gap between the armature55 andthe core 52. Core 52 carries series winding 60,one end being connected with the terminal '61, the other-with terminal by lline 108. Core 52 also `carries a shunt vwinding' 63, one -end being connected. vat `terminal 59, the other with a terminal post 64 by line 58. Terminal post 65 carries a resilient conductor 67, which isprovided with a contact 68. iContact 68 'is arranged to engage with'terminal non-conducting roller 71, which is mounted upon -anarm 72 formed integrallyvwit-hthe armature 55, engages-the rerwhich includes Y vpositive side of the battery 49 to the fuse silientv conductor 67 when the'armature 55 is moved upwardly thereby bringing contact 68 into engagement with post 64.

A terminal post 77 carries a resilient conductor 78 carrying a contact 79 which is ard ranged to engage with a contact 80 connected to terminal post 81. A controller lever 82, pivotally mounted on the armature port 53, carries a roller 83 which is arranged to engage with the resilient conductor 78 to' the purpose et bringing contacts 79 and 8 into engagement. Lever 82 is provided with a projecting tongue 84 which is adapted to engage with the underside of block 85 oit non-magnetic material, which is mounted upon the underside ot the armature 55 and which prevents a magnetic circuit being directly formed between armature 55 and lever 82 and permits an independent movement ot said lever alter the armature has been attracted by the core 52. The lever 82 and the armature 55 are mounted upon rod 87, sup* ported by the armature post 53. A resilient conductor 88 is mounted upon a terminal post 89 carried by the trame 51 and is located within the path ot movement ot the resilient conductor G7 so as to be engaged thereby when the contacts 08 and 64 are closed.

A resilient conductor 90 is mounted upon a terminal post 91 and is provided with a groove 92 whichv cooperates with a tongue 93 carried by a lever 94 which is pivotally mounted upon the rod 87 oi the armature post 53. An arm or' the lever 94 lies in the path of movement o1 the armature 55 for the purpose to be described.

Terminal posts 64, 65, 81, and 91, which have been described, are all mounted upon the frame 51 but are insulated therefrom while theA armature post and terminal post 89 are grounded thereon.

A relay is provided with winding 101, one end or" which is connected with te.'- minal 102, the other end is connected by line 104 to terminal 103. An armature 105, pivotally mounted at 10G and normally held in contact with Contact 107 by a spring' 109, is controlled by the winding 101 ot the relay`100.

The operation of the device is as follows:

To start the engine lever pulled upwardly causing the roller 71 to eilect the engagement ot contacts 08 and thereby bringing into etilect the cranking circuit line leading from the terminal 41, fuse 110, ter iinal 112, line 113 to the switch terminal 01. From switch terminal G1 the circuit continues through the series windings 60 ot the starting switch through line 108 to the switch terminal G5, resilient conductor G7, contact 08, erminal post line 115, positive generator termi.- nal 116, through the motor generator, 'terminal 117, line 118 to terminal' 119. yFrom terminal 119 the current continues through line 120, terminal 103, line 121, terminal 59, line 122, ammeter 42, line 123 to the negative side of the battery.

At terminal 04 the current divides and a part passes through line 58 to the shunt winding 63 or' the start-ing switch and connects with terminal 59 which in turn is connected to the negative side ot the battery. ln thi manner during the cranking operation current will liow through the winding G0 in such a manner to operate dille/rentially with respect to winding 63 so that magnetic flux created within the core 52 is insullicient to maintain the armature in circuit closing position.

The upward movement of lever 82 will cause the roller 83 to eilect the engagement of contacts 7 9'and 80, thereby bringing into cii'ect the ignition circuit while cranking. The ignition circuit while cranking consists of bar which connects tern'iinal 65 with terminal post 77, resilient conductor 78, contact 79, contact 89 on terminal post 81, line 127, terminal 33, primary windings 31 of the ignition coil 30, timer 32, line 129, terminal 130, Contact 107, armature 105, terminal 105, wire 104 and terminal 103 which point the ignition circuit re-unites with the cranking circuit and continues to the negative side of the battery 40.

The seconuarj ignition circuit comprises a secondary winding 35 ot the ignition coil 30, grounded on the engine and connected to the spark plug 36.

After the engine has become selt-operative it will drive the dynamo electric machine as a generator to charge the battery. The generator c 1cuit comprises line 115 leading out from the positive terminal 116 oi' the generator, terminal post (34, contact G8, resilient conductor 67, ei-minal 05, line 108, series winding 60 of the starting switch, terminal 61, line 113, 'tusc terminal 112, inse 11 terminal 41, line 125, to the positive side ot the battery 40. rEhe current continues through the battery to the line 123, ammeter 42, line 122, terminal 59, line 121, terminal 103, line 120, terminal 119, line 118 to negative terminal 117 of the generator. At terminal post 64, the current divides a portion thereof passes through line 58, shuntwindings 63 ot the starting switch to terminal 59 baci; to the negative side of the generator. Current will then flow through the windings 63 and G0 so as to operate cumulatively, thereby energizing the core 52 forming a magnetic circuit between the core trame 51, armature post 53, armature 55, causing the armature 55 to be attracted to the core 52.

The attendant may then release lever 82 which will fall by force oi gravity and will permit roller 83 to disengage resilient conresilient contactSS and in this tact 78 permitting contacts 79 and SOto become separated. The ignition forthe engine will then be furnished through'theresilient contact 88, whichis in contact with resilient conductor 67 when contactsiGSand 64 are in ene-agement. The `current 'continu-e from theterminalpost 89, line 140 through ignition resist-ance 141.to `terminal '33, said terminal being connectedto the primary winding 31ot' the ignition coil 30.

A work circuitto electrical*translating devices branches from the positive terminal 112 and passes-through `a line 142,1terminal 4143, fuse 144, terminal 145, switchi146 toa positive terminal 147 on the positive side;iand o-n the negative side of the work Circuit the current passes through a negative terminal A145:3,switch 146, terminal 149,fuse 150 ftothe terminal 119.

At terminal 89, aportion ofthe current divides and passes from the frame 51 to the armature post 53, rod 87, arm 93, resilient contact 90, terminal post 91, line .151, terminal 102, winding101ofthelrelay 100,w1re

'104,to terminal 103 where the cu'rrentagain unites with the negative side of the generator circuit and flows to negative generator terminal 117.

Then the battery is being charged the resistance in the batt-ery gradually increases andthe charging current decreases .accordingly with the result that the engine, operatat a lighter load, speeds `up and thereby raises the charging voltage. The charging continuesuntil the voltage across winding 4101 energizes the relay sutiiciently to overcome the resistance of a spring 109 thereby causing the armature 105 to be attractethrthe winding 101 and spring 109 being so computed that the battery is fullychareed when the armature 105 is attracted. When the armature 105 is attracted it will b-e'separated from the contact 107, which will cause the ignition .circuit to the engineto be broken and likewise stop the plant..

Then the engine becomes inoperative and the generator ceases to generate, current will 'flow' from the positive side of the battery to lthe controller terminal 61 through winding in the opposite direction to that while generating. Vhile at the same time current will be flowing through winding 6B oppositely from that of winding 60. The inagnetic linx created by the winding 60 will then tend to balance the flux created by the winding 63, and the armature will then drop away vfrom the core 52 permitting the disengagement of contacts 68 and 64 and the disengagement, of resilient conductor 67 and manner break the electrical connections between the batterv and `generator and also break the ignition circuit at the starting switch. The starting switch will then be in a position to again bei manually operated.

willV th en Itis often necessary to 'give the battery an equalization charge by ,overcharging same. In ordertobring fthis requalization charge intofefi'ecttheirelay 100 must be cutout so that 'theignit-ion contact'will notlbe broken .after the. vbattery has reached a predetern mined charge. This is done bymeansof the lever l94 which when lifted will cause the arm 93 lto ibecome disengaged from the groove 92 of the resilient conductor 90, therebybreakingthe circuit to theV winding 101 of the relay 100. After the battery has're ceived its equalization charge the attendant will manually stop the plant as by shutting off the engine fuel by means of throttle `200. Current will'then flow through the windings 60 in one direction and through the winding 63in the opposite direction, thereby causing the armature 55 to fall away from the core 52. The starting switch contacts willthen become disengaged as was previously idescribed. y

While the armature 55 is moving down wardly the arm 95 of lever 94 will lie within the path of movement of thel armature 55 4and will be engaged thereby causing the arm 93 to lslide upwardly upon the inclined surface of the resilient conductor 90 and slide within the groove 92 of said resilient conductor. After this operation has been brought into effect a connection is re-established in the relay circuit, whereby the relay 100 will again be brought into operation when 4the ystarting switch lever is again pulled upwardly to effect the connection between the` .battery and the generator. By causing the lever 94 to be'automatically restored to circuit making position as shown in Fig. 1, -it is not necessary for `the attendant to pay attention to the position of this switch lever when starting lthe engine. lts normal position is such as-to causethe ignition relay to be operative and as the lever 94 is much shorter and less accessible than lever 82 thereI is little likelihood of. the attendant accidentally moving the lever 94 when reaching to take hold of lever 82.

The relay 100 includes a magnet core 162 and a frame 163 of magnetizable material carrying a pivot 164 which supports armature y105. The stationary contact 107 is carried by a bracket 165 supported by frame 163 but insulated therefrom said bracket being connected with terminal 130. Contact 107 cooperates with contact. 167 carried by a leaf spring`168 attach-ed adjacent one end by rivets 169 to armature 105. 'Spring 168 is preferably of non-magnetizable material so as to provide magnetic insulation between armature 105 and core 162, thereby to Vprevent sticking when magnetV 101 is deenergized. Spring 168 is provided with a tongue 170 which entends down through a hole 185 in armature 105 and engages a reduced portion of pivotmember 164 tojprevent the same from moving endwise. Spring 168 is provided with a hole 'through which a stud 172 extends. The stud is attached to armature 105 and is provided with a shoulder 173 for limiting the movement of blade 168 away from armature 105. Stud 172 is provided with an eye 174C for attachment to spring 109 which normally tends to maintain the armature separated from core 162.

The operation of the relay 100 is as follows:

Normally armature 105 is in a position such that the contacts 107 and 167 are closed, and the gap between the core 162 and armature 105 is the maximum -so that there will be a space between the spring 168 and the shoulder 173 of stud 172. As the charge 4to the battery continues .the resistance thereol1 increases and the voltage across the generator terminal and likewise in the coil 101 will increase whereby the magnetism of the relay will increase. VVhen the battery is substantially fully charged, the magnetism at first will just about balance tie spring 109. The armature 105 may quiver for an interval as the critical point is being' approached but the contacts will not be separated because the shoulder 173 of stud 172 has not moved far enough to engage the spring Ablade 168. By the time the magnetism has increased to a degree where the armature takes th-e position shown in Fig. 2; the

gap between the armature and core will have decreased to such an eXtent, that the rate of increase oiE magnetic pull tar exceeds the rate oi increase of spring pull and the armature will vno longer quiver but will instantly7 move into full attracted position as shown in Fig. 9. Therefore it is seen that as certain current must pass through coil 101 betere the contacts 107 167 will be separated, and before this current is attained the contacts will remain together although the armature may quiver. Therefore it is apparent that a clean and quick break ot the ignition circuit will be obtained.

By providing a positive stopping means for the engine. there is no chattering of the ignition circuit contacts which chattering would tend to decrease the speed et the engine and likewise the output ot. the generator with a possibility that the predetermined voltage will not be attained and the engine will remain operative.

While the form of mechanism herein shown and described constitutes a preferred embodiment oi one form of the inventionH it is to be understood that other forms might y ce be ado ted and various changes and alterations made in the shape, size, and proportionbination with an engine and' adynamo connected therewith; a battery charged by the dynamo; an engine ignition circuit including ignition apparat-us and two switches in series with the battery; an engine control c' cuit including an electromagnet for controlling one of the ignition circuit switches and connected with the battery through the other ignition circuit switch; and means responsive to the stopping of the engine for disconnecting the battery from the dynamo and opening said other ignition switch for disconnecting the ignition apparatus and electr-@magnet from the battery.

2. In a battery charging system, the combination with an engine and a dynamo connected therewith; a batteryV charged by the dynamo; an engine ignition circuit including ignition apparatus and two switches in series with the battery; an engine control circuit including an electromagnet for controlling one et' the ignition circuit switches and connected with the battery through the other ignition circuit switch; a manually operated switch i'or controlling the electromagnet; and means responsive to the discharge of current from the battery to the dynamo for disconnecting the battery from the dynamo and ter opening said other ignition switch ior disconnecting the ignition apparatus and electromagnet from the battery.

8. In a` battery charging system, the combination with an internal combustion engine and a dynamo connected therewith; a storage battery charged by the dynamo; automatic means i'or stopping the engine when the battery has attained a certain charge; manual means ior rendering the automatic engine-stopi ing means inoperative; other neans for stopping the engine; and means responsive to the stopping ot the engine tor restoring the manual means to non-operating position.

4. in a battery chai-Ging system, the combination with an internal combustion engine and a dynamo connected therewith; a store age battery to be charged by said dynamo; automatic means for stopping said engine when the battery has attained a certain charge; auton'iatic means ior disconnecting the bttery from the dynamo in case the engine stops; Amanual means for rendering said automatic engine stopping means inoperative; and other means for stopping the engine; said manual means being restored to vinoperative position by the operation of said automatic battery disconnecting means.

5. In a battery charging system, the comhination with an internal combustion engine and a dynamo connected therewith; a storbattery to be charged by said dynamo; ition apparatus for the engine; automatic means for rendering the ignition inoperative whereby to stop the engine when the battery has attained a certain charge; automatic means for disconnecting the battery from the dynamo in case the engine stops; manual means for rendering said iirst automatic means inoperative; and other means for stopping the engine; said manual means being restored to inoperative position by the operation of said automatic battery disconnecting means.

6. In a battery charging system, the combination with an internal combustion engine and aI dynamo connected therewith; a storage battery to be charged by said dynamo; ignition apparatus for the engine; an ignition relay responsive to battery voltage to render the ignition inoperative thereby to stop the engine when the battery has attained a certain charge; automatic means for disconnecting the battery from the dynamo in case the engine stops; a manual controlled switch for disconnecting the ignition relay; and other means for stopping the engine; said switch being restored to circuit closing position by the operation of said automatic battery disconnecting' meansi 7. In a battery charging system, the combination with an internal combustion engine and a dynamo connected therewith; a storage battery to be charged by said dynamo; ignition apparatus Yfor the engine; an ignition relay responsive to battery voltage to render the ignition .inoperative thereby to stop the engine when the battery has attained a certain charge; of a controller including a reverse current relay for automatically disconnecting the battery from the dynamo in case the engine stops, including manual means for holding said relay contacts closed so that the battery may discharge into the dynamo to operate the same aS a cranking motor, and including manual means for rendering the ignition relay inoperative, said last manual means being restored to normal position by the operation of said reverse current relay in case the engine stops.

8. In a battery charging system, the combination with an engine and a dynamo connected therewith; a battery charged by the dynamo; an engine ignition circuit including ignition apparatus and two switches in series with the battery; a` switch connecting the battery and dynamo; an ignition control circuit including an electromagnet `for opening one of the ignition switches and connected in circuit with the battery and the other ignition switch, and amanually operated switch or rendering said magnet inoperative; a movable member for closing said other ignition switch and the switch connecting the battery and dynamo; an electromagnet for maintaining the movable member in circuit closing position so long as the current delivered by the dynamol eX- ceeds a certain value; and means for causing the manually operated switch in the ignition control circuit to be moved into non-operating position in response to the release of said movable member by said electromagnet.

9. In a battery charging system, the combination with an engine and a dynamo connected therewith; a battery charged by the dynamo; an engine ignition circuit including ignition apparatus and two switches in series with the battery, one ignition switch being normally open and the other normally closed; a. switch connecting the battery and dynamo; an ignition control circuit including, in series with the battery, the normally open ignition switch, an electromagnet :tor opening the normally closed ignition switch, and a normally closed switch tor opening the magnet circuit; a lever for closing the normally `open ignition switch and the dynamo-to-battery switch; an electromagnet for maintainingl the lever in circuit closing position until the output of the dynamo falls below a certain amount; and a lever for opening the normally closed switch in the ignition control circuit and having a part located in the path of movement of the first lever to be moved thereby into circuit closing position by the movement of the first lever to non-operating position.

In testimony whereof we hereto aflix our signatures.

ERNEST DICKEY.

HENRY P. BRAEUTIGAM. 

